Ignition regulator for internal-combustion engines



' July 10, 1923.

G. WIRRER IGNITION REGULATOR FOR INTERNAL COMBUSTION ENGINES '2Sheets-Sheet -1 Filed May 1912 July 10, 1923.

G. WERRER IGNITION REGULATOR FOR INTERNAL COMBUSTION ENGINES Filed May5, 1912 2 Sheets-Sheet 2 Patented July 10, 1923. I

UNITED STATES PATENT OFFICE.

oo'r'rrmnn wmnnn, or PLAINFIELD, new JERSEY, assrenon, BY mnsnn ASSIGN-mime, ro commcrrcor TELEPHONE AND ELECTRIC 00., me, or MERIDEN,connncrxco'r, A conrona'rxon or CONNECTICUT.

IGNITION REGULATOR FOR-INTERNAL-COMBUSTION ENGINES.

Application filed May 3,

To all whom it may concern: a

Be it known that I, Gorrrn nn VVIRRER, a citizenof the SwissConfederacy, and a resident of Plainfield, Union County, NewJersey,;have invented certain new and useful Improvements in IgnitionRegulators for Internal-Combustion Engines, of which the following is afull, clear, and exact description.

It is a well recognized fact that in an internal combustion engine, theentire explosive charge is not instantaneously ignited, but that itactually requires a period of time to secure the complete ignition ofeach charge. In order to operate an engine of this type at its highestefficiency, the spark which ignites the charge should occur in advanceof the moment when the piston reaches the top of its compression stroke,the degree of advance being suflicient to permit the entire charge to befully ignited at the moment the piston reaches the top of its compressionstroke whereby the force of the expanding gas will at thatmoment begin to exert its power on the piston. The nearer it is possibleto bring about this condition, the more efficient will the operation be.Manifestly, if-the spark is too far advanced it will cause the engine toknock by offering undue resistance to the movement of the piston on thelast part of its compression stroke. On the other hand, if the sparkoccurs too late the full force of the expanding gas will not exertitself on the piston at the beginningof the powerstroke, and indeed willbe late throughout the entire power stroke. The greater the speed of theengine the earlier may the ignition take place without interfering withthe normal. operation. The speed offiame propagation. varies with thecharacter offuel, richness of mixture, degree of compression,temperature, and other factors of more or less importance not necessaryto enumerate here. Certain of these factors may be substantiallyconstant for a given engine or a given run, as for example, thecharacter of fuel, but a very important variable factor is the mass ofthe charge.

The rate of flame propagation varies with the degree of compression ofthe charge and in a given engine the degree of compression varies withthe mass'of the charge admitted to be compressed. Thus, the rate offlame propagation varies with the mass of the 1912. Serial No. 695,808.

charge admitted. The admissionof a larger charge permits the engine tocarry the same load at a higher speed, or a greater load at the samespeed, while areduction in charge reduces speed for a given load orrequires a reduction in load to maintain the same speed. From this, itfollows that the horsepower obtained from an engine is varied by varyingthe mass of the charge. While the engine is running at a constant speed,it is evident that the proper time for the formation of the spark shouldvary with the mass of the charge. In the event of an increase in load oran increase in the charge, the spark should be retarded in accordancetherewith. It follows that to attain the highest efiiciency the time ofthe spark should be varied automatically in accordance with the speedand the load. Heretofore, the timing of the spark has been controlled byhand alone, or by a speed governor the operation of which dependedwholly upon variations in speed. By my invention, I so control theignition of the charge that the maximum power is obtained from the fueland I do this by varying the moment of the spark and the initialignition of the charge in accordance with variations in speed andparticularly in accordance with variations in load. I not onlyautomatically advance the spark as the speed increases and retard it asthe speed decreases, but I also advance it as the size of the chargedecreases with a. decreasing load, andalso retard it when an increasedcharge is used for an increasing load.

Various mechanical devices may be designed for carrying out myinvention, but I preferably regulate the time of the spark by themovement of a controlling member constantly subjected to two independentinfiuences, one of which varies as the speed of the engine and the otherof which varies as the mass of the charge. An increase in the enginespeed increases the tendency of said member to move in one direction andadvance the spark, while an opening of the throttle to increase the massof the charge to take care of a heavier load increases the tendency ofsaid member to move in the opposite direction and retard the spark.These two influences are coordinated in such a way as to cause the sparkto occur at as near as possible the correct time.

My invention is particularly useful in connection with internalcombustion motors which are subjected to wide variations in speed andload, such for example, as used on motor vehicles. Assume, for.instance, a motor vehicle traveling upon level ground.- If a hill isreached and it isdesired to maintain the same speed, the throttle willbe opened and the engine load will be relatively increased. Under suchconditions my improveddevice will act to retard the spark to the desireddegree to prevent pounding or back firing and the stalling of theengine. If the throttle were not opened on ascending such a hill, themotor would neces sarily slow down by reason of the increased load. Thiscondition will also result inan automatic retardation of the spark tothe proper degree, otherwise pounding or back firing would occur.

The character of the controlling member may be varied as well as thecharacter of the mechanisms which subject that member (to separateinfluences. For instance, the

- \member may be in the form of a diaphragm,

- stated.

subject to variable fluid pressures on opposite sides. In such an eventone fluid pressure may be varied in accordance with the speed of theengine and may be created by the oil pump, the water pump, or thecooling fan of the engine, or a special fluid pressure creating meansoperated by the engine, while the other fluid pressure may be asuctionpressure in the gas supply pipe leading-to the engine. A ball governormechanically connected to the diaphragm might be used inglace of thefirst mentioned fluid pressure. no important feature of my invention isdependent upon the discovery that the aforesaid suction pressure variesdirectly with the load on the engine for any given speed. In thedrawings, I .have conventionally shown a carburetter of the vaporizertype in which the fuel jet or nozzle stands in a contracted passage orventuri at the lower and of the gas pipe or manifold 26. This pipe hastherein a suitable throttle valve 29 to control communication betweenthe carburetter and the engine, and to vary the amount of gas deliveredto the latter.

When the engine is running, a suction is created in the pi 26 all theway from'the venturi to the cylinders. This suction varies in accordancewith the load on the engine and is utilized by me in automaticallycontrolling the spark. In the particular form of my invention shown, Ioperate with the suction pressure that exists between the carburetterand the throttle valve which pressure varies with the load on the engineand obviously with any change in the degree of opening of'the throttlein said pipe.

In putting in invention into practice, I preferab liy emp 0y a diaphragmas above he force tending to move the diaphragm in one direction, variesdirectly the speed of the engine and is produced b a suitable form ofspeed governor whic may be a ball governor or a littluid pressurecreated by a pump in gear wit the engine,

whereas the force whichtends to move the?!) diaphragm in the oppositedirection varies direct? as the load on the engine and. is create by thesuction in the let ipe which supplies gas to the c linder. This meansmay beso controlled t at the resultant of the two forces will alwayscausespark to occur at the theoretically correct point in the cycle.

In the accompanying drawings, I have shown myinvention in only onepreferred form, and many of the parts associated therewith which arewell understood I have shown only conventionally.

In said drawings: a

Fig. 1 is illustrative of one side of an. improved controlling meansengine with my shown in lace.

Fig. 2 1s a side elevation relatively en-Z laliged of certain partsshown in section;

t is of course to be understood that my invention may be employed .inconnection w th any type of internal combustion englue e nipped with antype of sparking evice or igniting the 0 arge. In the drawings I haveillustrated conventionally a fourcy in derengine equipped with a magnetocylinders, as the same ime engine and the rapid y levolvin blades 14throw the water out into a. pe'rip eral channel 15 from which it isdischarged-throu h an outlet 16 which leads to the water is. etedportion of the engine and thence to a radiator 18 from whence it isconducted by 'a return pipe to the pum 10. 17 represents the drivingshaft for t e pump and this, being geared to the engine, varies directlywith the speed thereof. The casing of the pump has an outer removablelate 19 which serves to hold and cover a flexi le diaphragm 20, therebeing a chamber 21 between the plate 19 and said diaphragm. The actionof the pump tends to draw liquid from the chamber 11 and this tends tomove ,the

diaphragm 20 toward the pump in accordance with the speed of the latter.22 is a rod which .is connected at its inner end to the diaphragm andpasses out through the wall 19, the latter being'provided with asuitable extension forming a bearing for therod 22 in'which the lattermay slide. Adjustably connected to the threaded outer end of the rod 22is a link 23 which is suitably connected with a lever arm 24 on thetimer portion of a magneto 25. The movement of this timer arm 24 in onedirection or the other advances or retards the spark. In the particularform shown, when the timer arm 24 is moved upwardly the spark isadvanced, and when it is moved downwardly the spark is retarded. In thedrawings, Fig. 2, I have conventionally shown a bell crank system oflinkage between the timer arm 24 and the link 23. Any suitable means maybe' provided for effecting the manual control or adjustment of the timerarm 24. In this particular instance, the manual adjusting meanscomprises an end piece 23 which is screw threaded on the end of the link23 so that by manually moving this part in or out on the link 23, saidconnection may be lengthened or shortened at will and the angularadjustment of the timer may be manually controlled. 23 is a check nutwhich may be provided to lock the parts together after manualadjustment, when it is desired to do so.

In the particular form shown, the carburetter is illustrated in thesimplest possible manner. The charge is delivered to the engine by anintake pipe 26, at the lower end of which is located the carburetter 27.Fuel is admitted through a nozzle 28 which is located in a restrictedpassage or venturi 30 which functions in the usual manner to draw liquidfuel from the nozzle. Between the carburetter and the engine is locateda throttle-valve 29. Between the throttle valve 29 and the carburetteris a chamber, 31. 32 is an air pipe which connects the chamber 31 withthe chamber 21 between the diaphragm 20 and the end wall 19 of the pumphousing. Obviously, as a suction pressure is created within the chamber31 a corresponding suction pressure is caused to occur in the chamber21, and this tends to draw the diaphragm to the right as viewed in Fig.2 and in opposition to the tendency of the speed governor. With thethrottle'29 nearly closed for very lght loads the suction pressure inthe chambers31 and 21 will be correspondingly slight. With the throttle29 wide open for heavy loads, there will be a correspondingly greatersuction pressure in the chambers 31 and 21, the effect of which will beto draw the diaphragm 20 to the right and retard the spark. It will benoted that the diaphragm is subjected to these opposing forces and that.the position which the diaphragm assumes at any particular instant isdetermined by theflmean between these forces. Either force may be aidedby a spring, weight, or other auxiliary means, and in the form shown inthe drawings, I have illustrated a spring 33 as such auxiliary means.This spring 33 is located between the outer .end of the cover 19 and anadjustable abutment 34 in the form of a nut threaded on the rod 22 andby which the operative tension of the spring 33 may be modified, asdesired. \Vhen the engine is at rest, this spring 33 aided by the weightof water in the chamber 11 will retard the spark and prevent thepossibility of back firing when the engine is started. To pre vent toogreat suction pressure in the charm ber 21, I may provide an adjustableair vent which is conventionally indicated at 38 and is in the form of ascrew plug so constructed that by rotating the plug in one direction orthe other, the vent may be opened or closed to any desired degree. Thechamber 21 may have a drain cock for permitting the escape of water. ofcondensation. I may also provide means for preventing the engine fromracing under light loads. To this end the throttle valve may have, inaddition to the usual manually. controlled lever therefor (not shown),another lever35, which may be so associated with a stop shoulder 37 onthe rod 23 that should the engine acquire excessive speed or race, thediaphragm 20 will move the rod 23 to such an extent to the left as toengage the leYer 35 and sufiiciently close the throttle to preventracing. spring 36 may be provided to hold the lever arm 35 in a desiredposition ready to operate whenever the engine begins to race.

Among other things, I have not attempted to show many of the varioushand controls such as are commonly used with automobile engines, sincethe same would only unnecessarily complicate the drawings and thedescription and further, since the same are all well understood. d I

From the foregoing it is apparent that the operative angle of the timerarm 24." by whichthe ignition is advanced or retarded, is controllableby three difi'erent' means, to wit, a means which is controlled by thespeed of the engine, a means which is controlled by the load on theengine, and a means which is controlled by hand.

It will also be noted that the adjustable venting device 38 operates 'ineffect as a damping means to modify the speed of action of the diaphragm20. 7

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent is:

1. In an internal, combustion engine, means for timing the ignitioncomprising a movablemember subjected to a fluid pressure determined bythe combined effect of the speed of the engine and the load thereon.

2. In an internal combustion engine, means for timing the ignitioncomprising a movable-member subjected on one side to a fluid pressurewhich varies with the speed of the engine and on the other side to afluid pressure which varies with theload on In an internalcombustionengine, means for timing the ignition comprising a movablemember subjected to independent forces derived respectively from thespeed of the engine and from a suction developed by the admission of thecharge.

4. In an internal combustion engine,

means for timing the ignition comprising a means for timing the ignitioncomprising a movable member subjected to a fluid pressure dependent onthe speed of the engine, and means for varying the efiective result ofsaid pressure in accordance with the suction in the gas inlet ipe.

7 In an interna combustion engine, means, for timing the ignitioncomprising a liquid circulating system includin a pump, apressure-operated member'mova le in accordance with variations in thespeed of the pump, and means for subjecting said movable member to asuction developed by the.

admission of the charge.

'8. In an internal combustion engine, the combination of a flexiblediaphragm, means for subjecting the diaphragm to a suction developedinthe gas inlet pipe, and means connected to the diaphragm for varyingthe timing of the ignition.

9. In aninternal combustion'engine, the

v combination of a centrifugal pump, a flexible diaphragm subjected ononeside to the suction developed b said p imp, means .;for subjectingthe opposite side 0 the diaphragm to the suction in the gas inletpassage, and means for timing the ignition in accordance with theposition of the diaphragm.

10. In an internal combustion engi e, the combination of a throttle,ignitiongneans, means for automatically timing the'i ition, and meansactuated by the timing mechanism for closing the throttle under abnormally high engine speeds to prevent racing of the engine under lightload.

11. In an internal combustion engine, the combination with ignitionmechanism 1 of means for adjusting it in accordance with the speed ofthe engine, and cooperatng means automatically controlled by the loa onthe engine for adjusting the ignition mechanism in accordance-with saidload.

- 12. In an internal combustion engine, the

combination with ignition mechanism of means for adjusting it inaccordance with the speed of the engine, and coo erating meanscontrolled by suction in the el passage for adjusting the ignitionmechanism in accordance with the load on the engine.

13. In an internal combustion engine, the combination with an ignitiontimer of means for operating it comprising a movable member subjected toa suction developed by the admission of the charge to the 'engine.

14. In an internal combustion engine, in combination, means for timingthe ignition comprising a movable member subjected to a fluid pressuredeterminedby the combined effect of the speed of the engine and the loadthereon, and .a spring constantly tending to retard the ignition.

15. In an internal combustion engine, the combination with an ignitiontimer of means for operating it comprising a movable member subjected toa suction which varies with the position of the throttle.

16. In an internal combustion engine, the combination with an ignitiontimer of means for operating it comprising a movable member subjected toa suction which varies with the position of the throttle and to anindependent force which varies with the speed of the engine.

17. In an internal combustion engine, the combination with ignitionmechanism which is adjustable to vary the timing of the ignition, ofmeans for effecting the adjustment of the same by the action of forcesderived from the operation of the engine and tending respectivelytoretard the ignition as the load thereon increases and to advance theignition as the speed increases;

18. In an internal combustion engine, the combination with ignitionmechanism which is adjustable to vary the timing of the igni tion, ofmeans controlled by the speed of the engine and tending to advance theignition as the speed increases, and means tending to retard theignition as the load thereon increases and comprising a-movable membersubject to a fluid pressure which varies with the position of thethrottle.

19. In an internal combustion engine, the combination with ignitionmechanism which is adjustable to vary the timing of the ignition, ofmeans controlled by the speed of the engine and tending to advance theignition as the speed increases and means tending to retard the ignitionas the power demand increases and comprising a movable member subject toa suction developed by the admission of the explosive mixture to the'enme. g 20. In an internal combustion en ine, the combination with anignition timer, of means for operating the same to advance or retard thespark comprising a movable member moved bydifierences in degree ofsuction occurring in the gas inlet passage of said engine. v

21. In an internal combustion engine, the combination with an ignitiontimer, of means for operating the same to advance or retard the sparkcomprising a movable member controlled by differences in degree ofsuction occurring in the gas inlet'passage of said engine, and tendingto advance the spark upon a decreasing of the load on the engine and toretard the spark upon an increasing of load on the engine.

22. An ignition controller including the combination with aninternalcombustion engine, of ignition timing means, timer controllingmeans actuated by the vacuum in the intake pipe of said engine, and asecond timer controlling means actuated by the speed of the enginewhereby the time of ignition is determined jointly by the speed of saidengine and the vacuum in the intake pipe of said engine.

23. An ignition controller including the combinatlon with an internalcombustion engine, of ignition timingmeans, timer controlling meansactuated by a difference in pressure which is dependent on the amount ofmixture which is supplied to said engine, whereby the ignition isadvanced as the amount of said mixture is decreased, and a second timercontrolling means actuated by the speed of said engine, whereby theamount of advance produced by the first named timer controllingmeans isaugmented by an amount which is greater as the speed of the engine isincreased.

24. In an ignition controller for internal combustion engines anignition'timing de vice, means for manually-adjusting the same, andmeans controllable by variations in the load on the motor for modifyingthe action of said timin device in its various posi-. tions of manuaadjustment and independent of any change in speed the motor 25. In adevice of the c ass described, the combination with centrifugallycontrolled spark timing mechanism for a gasoline engine, of meansoperating automatically and co-acting therewithto effect properadjustment of the timer mechanism according to power requirements on theengine.

26. In a device of'the class described, the combination withautomatically controlled centrifugally operating spark timing mechanism,of means co-acting therewith and op erating automatically to change theadjus ment of the timer mechanism according to power requirementsimposed upon the enne. 27. In a device of the class described, the

combination with ,an engine, a shifta'nle mechanism forming a partthereof, a fuel inlet, and centrifugally operating means connected tosaid engine to operate with changes in speed of the engine, of a devicecommunicating with said fuel inlet and me chanically connected tooperate in cooperative relation with said centrifugally operating meansaccording to conditions of changing pressure and flow within the fuelinlet to shift said mechanism.

28. In a device of the class described, the combination, with anengine,a fuel inlet therefor, and means controlling the fiow through said inletto the engine, of an auxiliary mechanism adjustable to differentpositions to control the operation of the engine for differentconditions, means communicating with said inlet and susceptible tochanges of conditions therein for operation thereby, centrifugallyoperating mechanism driven by the engine and co-acting with said means,and operative connections between said means, said centrifugally0pcrating mechanism and said auxiliary adjustable mechanism.

29. An internal combustion engine having an igniter, means forautomatically varying the time of ignition in accordance with-the speedof the engine, and means for automatically varying the time of ignitionby and in accordance with the suction pressure in the carburetor.

30. In a device of the class described, the

combination with centrifugally controlled ingto power requirementsimposed upon the engine.

32. In a device of the class described, the combination with an engine,a shiftable mechanism forming part thereof, a fuel in let, andcentrifugaliy operating means connected to said engine to operate withchanges in speed of the engine, of a device communi- 11 eating with saidfuel inlet and mechanically connected to operate in cooperative relationwith said centrifugally operated means according 'to conditions ofchanging pressure and flow within the fuel inlet to shift 1 saidmechanism.

33, In a device of the class described, the combination with an engine,a fuel inlet therefor, and means controlling the flowthrough said inletto the engine, of an aux- 12 iliary mechanism adjustable to difierentpositions to control the operation of the engine for difierentconditions, means communicating with said inlet and susceptible tochanges of conditions therein for operacombination with ignitionmechanism which gine.-

tion thereby, centrifugally operating inechanism driven by the engineand co-actlng with said means, and operative connections between saidmeans, said centrifugally operating mechanism, and saidauxiliaryadjustable mechanism. 34. In a device of the class described, thecombination with an engine, a .fuel inlet therefor, .and meanscontrolling the flow through said inlet to the engine, of meanscommunicating with said inlet and suscepti ble to changes of conditionstherein for operation thereby, centrifugally operating mechanism driven.by the engine and co-acting with said means, and a' device connectedtherewith operated by said co-acting means and mechanism. A

35. In an internal combustion engine, the combination with ignitionmechanism which is adjustable to vary the timing of the ignition 'ofmeans for effecting the adjustment of the same by the action of forcesderived from the operation of the engine and.tending, respectively toretard the ignition as the ower demand increases and to advance thelgnition as the speedincreases.

36. In an internal combustion engine, the combination with ignitionmechanism which ris adjustable to vary the timing ofthe i ition, ofmeans controlled by the spec of the engine and tending to advance theignition as the speed-increases, and means tending to retard theignition as the powerdemand increases and comprising a movable membersubject to a fluid pressure'which varieswith the position of thethrottle.-

37. In an internal combustion engine, the

is adjustable tovary the timing of the igni-' tion, of means controlledby the speed of the engine and tending-to'advance the ignition as the seed increases, and means tending to retar creases and comprising amovable member subject to a suction'developed by the admission of anexplosive mixture to the en-' 38. trol for internal combustion motors, aspark timin device, means for manually adjusting t e same, and meanscontrollable by variations in the load on the motor for modifying theaction of said timing device in its various positions of manualadjustment ignition as the power demand iny In a combined throttle andspark conr and independent of any change in the speed of the motor.

'39. An ignition controller for internal combustion-engines comprisingignition tim-. ing means actuated by the vacuum set up by tthe' flow ofcombustible mixturc to the en- 'glfie, and a vent for modifying theefiect of said vsuction on said ignition timing means. I n

4Q. An ignition controller for internal combustion engines com risingignition timing means actuated b t e vacuum setup by the flow ofcombustib e mixture to the en'gine, and a vent for modifying the effectof'said suction on said ignition timing means, and a valve for saidvent.

41. An ignition controlling means for internal combustion enginescomprising a movable member arranged to cooperate with an ignition timerto move the same, a housing at one side of said movable member wit meansfor connectm the interior of said housing with the inta e pipe of aninternalv combustion engine for creating suction pressure within saidhousing and a vent .for

. modifying said suction pressure.

42. An i nition controlling means for internal com ustion enginescomprising a movable member arranged to cooperate with an ignition timerto move the same, a housing at one side of said movable member withmeans for connecting the interior of said housing with the intake pipeof an internal combustion engine for creating suctionpressure withinsaid housing, a vent for modifying said suction flpressure, and a valvefor- .GQTTFRIED WIRREB. Witnesses: I 1 Hnmz'i'r S. Orro,

C. W. Fammmx.

signed my presence of

